Hydroplane construction

ABSTRACT

The invention relates to a waterborne craft of the hydroplanetype which is capable of ocean travel at high speed while simultaneously maintaining a high degree of stability and a horizontal aptitude to the craft. The craft is supported by a support assembly in the form of a plurality of vertical structure supports which have a pair of roller-shaped floats positioned to each vertical support through means of a rocker assembly pivotally connected to the vertical supports and mounted for reciprocating movement up and down the support, and shock absorbing means carried by said support to provide a shock absorbing action upon the vertical reciprocation of each pair of floats.

United States Patent [72] Inventor Ronald Leslie Holmes 30 Wilton Avenue. Southampton Hunts, England [2! I App! No. 570.606

[22] Filed Aug. 5. I966 [45] Patented July I3, 19'" [32] Priority Aug. 6, I965 [33] Great Britaln [$4] HYDIIOPLANE CONSTRUCTION ll Claims, 21 Drawing Figs.

[52] US. Cl. 4/05. I 14143.5

[5 l] Int. Cl. ..B63b 35/00, 1363b 35/44 [50] Field of Search I 14/05,

[56] References Cited UNITED STATES PATENTS 2.678.0[7 5/l954 Collins ll4/43v5 3,137,994 6/l964 Zwicky .4 ll5/l3 X Primary Examiner- Trygve M. Blix Attorney-James F. Jones ABSTRACT: The invention relates to a waterborne craft of the hydroplane-type which is capable of ocean travel at high speed while simultaneously maintaining a high degree of stability and a horizontal aptitude to the craft. The craft is supported by a support assembly in the form of a plurality of vertical structure supports which have a pair of roller-shaped floats positioned to each vertical support through means of a rocker assembly pivotally connected to the vertical supports and mounted for reciprocating movement up and down the support, and shock absorbing means carried by said support to provide a shock absorbing action upon the vertical reciproca tion of each pair of floats.

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HYDROPLANE CONSTRUCTION The present invention relates to waterborne craft which can traverse oceans that accumulate high waves, and more specifically to such vessels which are capable of traversing the seas at high speed while simultaneously maintaining such vessels at a high degree of stability and horizontal attitude by means of a series of roller shaped floats within rocker assemblies, the fulcrums of which are provided with hydraulic shock absorbers, and which are in independent suspension units to support the draft in a flexible manner while conforming to, and absorbing, the shocks imparted by the high waves.

In order that the invention may be fully understood, a preferred embodiment thereof will now be described with reference to the accompanying drawings.

FIG. I is a side elevation of a multiple floated hydroplane according to the present invention, the basic craft being therein presented.

FIG. 1A is an enlarged detailed fragmentary cross section of a roller floats hydraulic assembly shown in FIG. 1.

FIG. 2 is a front elevation of the basic craft shown in FIG. I.

FIG. 3 is a rear elevation ofthe basic craft shown in FIG. 1.

FIG. 4 is a plan view of the basic craft shown in FIG. I.

FIG. 5 is a side elevation of the initial water, air and oil inlet assemblies within one of the propulsion units, and also illustrated the ignition system and first and second phases of combustion.

FIG. 5A is a front elevation of an initial water inlet assembly for one of the propulsion units made in accordance with the present invention.

FIG. 6 is a side elevation of the third and fourth phases of combustion within one of the propulsion units and also illustrates the turbine and generator assembly with associated multiple coils and distributors, with turboalternators for ultrahigh frequency to the spark flow circuitry in the electrical infusion of phase six, within one of the propulsion units.

FIG. 6A is an end or transverse elevation of the layout of the generators around the central gas efflux tube from the turbine, within one of the propulsion units.

FIG. 7 is a side elevation illustrating the fifth, sixth and seventh phases of combustion, within one of the propulsion units.

FIG. 7A is a cross-sectional view of one ofthe helical installations of the electrical spark electrode assemblies inside the electrical infusion tube and within one of the propulsion units.

FIG. 8 is a side elevation of the front two-thirds of one of the propulsion units within the convertible arrangement for the provision of an electrical generating and/or pumping plant.

FIG. 8A is a transverse end elevation illustrating the connection ofa propulsion unit to an immersed power plant.

FIG. 9 is a side elevation of the aft or final one-third portion of a propulsion unit arranged for prior connection to the plants tubular housing assembly, which contains the main turbine-to-generators and/or pumps for the plant installation, and further illustrates the forward portion of the plant tubular housing, as connected to the thrust jet orifice, of one of the propulsion units.

FIG. 9A is a side elevation of the remainder of the plants tubular housing illustrating the insulated water jacket and main turbine coupled to generators and/or pumps installed within, and also the power output cables and/or pumped liquid output pipes at the rear.

FIG. I0 is a plan view of the composite craft as constructed utilizing a plurality of the basic craft to provide a much larger craft and of greater flexibility to counteract larger waves on oceans in stormy conditions.

FIG. II is a side elevation of the composite craft shown in FIG. I0.

FIG. I2 is a rear elevation of the composite craft shown in FIG. to.

FIG. 13 is an end elevation cross-sectional view of the triple phase distribution of electrical current supply for each twinspark electrode assembly.

FIG. ISA is a plan diagram of the triple phase power distribution circuit with modulation for each twin-spark electrode assembly.

FIG. 14 is a longitudinal cross-sectional view of the boost unit's intake, turbine, turboalternators, couplings and distributors as driven.

FIG. I5 is a longitudinal cross-sectional view of the boost units continuation showing expansion chamber, electroinfusion, final combustion chamber, outlet venturi and thrust gas efflux.

BASIC SUPPORT ASSEMBLY Referring to the drawings, FIG. I illustrates the general mechanical and structural layout of the invention whereby the twin-mounted roller floats I, as shown in FIGS. 2 and 3, are arranged in longitudinal alignment, with each pair of floats being contained between each transverse pair of rocker members, as best shown in FIG. I. The fulcrums of the rocker members are provided with pivot pins 3 on which are also mounted the base members 4 ofthe hydraulic shock absorbing assemblies, this being shown in greater detail in FIG. IA. The base members 4 and the pivots 3 may move freely in a vertically reciprocal manner within guide slots 6 which are formed by guide members 7 positioned within the vertical structure supports 8, this arrangement being illustrated in FIGS. l, 1A, 2 and 3.

Referring to FIG. IA particularly, it is seen that each piston shaft 9 is connected at one end to its respective base member 14 with the opposite end of each being connected to the corresponding hydraulic piston 10 which is surrounded circumferentially by the hydraulic cylinder II within which the hydraulic fluid 12 is carried. The uppermost extremity of each of the hydraulic assemblies is connected to the equalizing pressure tubes 13 shown in FIG. 1 which, in turn, are connected to the central spherical dampening chamber 14. A flexible diaphragm member 15 is positioned in the dampening chamber 14 in order to allow pneumatic air pressure I6 to fluctuate upon its upper surface in accordance with the desired air pressure imparted thereto from the dampening pneumatic pump I7 which is shown in FIG. 4.

BASIC CRAFT STRUCTURE Referring to FIGS. 1, 2, 3 and 4 wherein the basic craft structure is shown, it is seen that the main structure of the basic craft made in accordance with the present invention includes longitudinal decking members l8joined at right angles to the transverse members 19, while the vertical diagonal bracing beams 20 serve to connect the vertical structure supports 8 to the longitudinal members 18 in a rigid manner. Transverse beams 2 l, as shown in FIGS. 2 and 3, are similarly connected between the vertical structure supports 8 and also the transverse members 19 and then cross braced by vertical diagonal bracing beams 20 similar to those shown in FIG. I.

Referring specifically to FIG. 4 only, it is seen that the structural supporting framework for the decking members 18 is completed by the interconnection of diamond-lattice diagonal bracing beams 22 longitudinally, whereupon further decking plates and/or planks or panels may be affixed as desired.

Referring specifically to FIG. I, accommodation decks 13, positioned above the main deck 24, may be constructed in any desired manner and material so long as the materials em ployed are of lightweight density, such as aluminum coated with fiberglass or perspec and held by a suitable bonding adhesive, such as Araldite. The structure should be such that ample window areas are present in the accommodation deck.

As illustrated in FIG. I, only a certain portion of the main deck area amidships is allocated for the liquid oxygen and liquid hydrogen processing plants 25 and 26 respectively which will utilize spent insular water 41. These processing plants may well be any orthodox installations of established design and manufacture and chosen to meet the requirements to support the performance of this craft as desired.

Referring again only to FIG. 1, the side plating 27 in conjunction with the semicircular splash guard plates 28 serve to form the housing compartments 29 within which the heavy gas oil tanks 30, the paraffin tanks 31, the kerosene tanks 32 and the electric starting and storage batteries 33 are positioned. Bilge and/or fresh water tanks 34 may also be similarly housed in housing compartments 29.

Referring to H65. 1, 2 and 3, it is seen that the vertical rudder shaft locating beams 35 are affixed transversely in a horizontal manner at both extremities of this basic craft and are secured to the vertical structure members at these locations. The vertical rudder shafts 36 proper are installed thereto within bearings 37 at locations centrally between each pair ofpropulsion units 38, as shown in FIGS. 2 and 3, with the rudders 39 being situated at the lowest extremities of the respective rudder shafts 36.

Referring again to FIG. 1, the spent insular water delivery tubes 40 shown therein actually serve to guide the insular water flow 41 from their respective activated propulsion systems 42 after the insular water therein has served its cooling purposes. These delivery tubes 40 are installed to feed the shipboard distillation plant 43 which is of any desirable design of established manufacture and which functions to process the necessary fresh water 44 from the the insular sea water 41 for the benefit of crew and passengers travelling on board. Ad jacent to the distillation plant 43, the aforementioned liquid oxygen processing plants 25 and liquid hydrogen processing plants 26 are mounted.

PROVISION FOR REVERSE DlRECTlONAL MOVEMENT OF THE BASIC CRAFT Referring further to FIGS. 1, 2 and 3, it is seen that the propulsion systems 42 are so installed as to provide rearwardthrust and therefore forward directional movement to the craft from a plurality of these systems which deliver their respective spent insular water 41 at the rear, via the delivery tubes 40. A further plurality of propulsion systems 420 are so installed, conversely, to impart thrust at the front of the craft which provide rearward directional movement to the craft. Hence systems 420 deliver their respective spent insular water 4! from the front ofthe craft via their delivery tubes 40 at the front of the craft. Referring now to FIGS. 1 and 2 only, to facilitate the choice of directional movement to the craft, all the propulsion systems are fitted with hinged blanking-off cone shaped caps 45 at their inlet and outlet extremities In order to blank off the unwanted systems which are not used for the direction of the craft as desired, for example when the craft is set for moving in a forward direction, the rearward propulsion systems 42 are blanked off at their inlet and outlet extremities by their respective hinged cone caps being preset in their closed positions 450 to seal off entry and exit of inlet water and outlet efflux of thrust steam-gas respectively.

Referring to FlG. 3, conversely. when the craft is to be moved in a rearward direction, all the forward propulsion systems 420 are blanked off by their respective hinged cone caps being preset in the closed position 45:: while the rearward propulsion systems 42 are actively engaged with their respective hinged cone caps in the open position 45!), as shown in FIG. 1. All cone caps are fitted with drainage facilities consisting of an electrically driven pump 46 for scavenging sea water via delivery pipe 47, as shown in FIG 1.

PROPULSION SYSTEMS The propulsion means for this type of craft consists ofa primary ignition system and a secondary ignition system. The pri mary ignition system utilizes an atomized mixture of blown air, pumped heavy gas oil and pumped water from the front of the craft, which mixture is imparted to a plurality of electrically heated plates, with the water being used primarily in the form of an atomized spray to intersperse the molecules of the oil in order to place the mixture in condition for an incandescent combustion flowing rearward. The resultant pressurized gas an steam mixture is allowed to pass directly into the initial combustion chamber, for further pressurization via a convergent-to-divergent diffuser tube to complete the first phase of combustion.

The second phase of combustion is afforded by the continuation of the gas and steam flow into a divergent-to-convergent diffuser tube. into this tube, at the initial points of divergence, compressed air is pumped into the gas and steam flow while a paraffin grade fuel is injected simultaneously into the flow at adjacent points to those of compressed air entry. Furthermore, since the entire combustion systems are surrounded by a jacket of insular water which flows from fore to aft, a small quantity of this warm water is taken and pumped into this second phase of combustion at points of entry adjacent to those of the compressed air and paraffin. Thus the second phase of combustion is completed when compression is achieved within the convergent confines of this tube.

The third phase of combustion takes place within a further divergent-to-convergent diffuser tube, in a manner similar to the second phase. The difference is that the compressed air, insular water and a high grade kerosene fuel are placed at this phase at a higher pumped pressure. The resultant pressurized gas and steam flowing therefrom is allowed directly into an axial flow turbine of established design and manufacture which is directly coupled mechanically to a power takeoff gear and shaft assembly in sun and planet formation, while the jet efflux from the turbine is delivered through a tube in the center of the latter assembly. The planet gear shafts are coupled directly to electric generators, respectively, each of which is contained within its own waterproof housing since the insular water is allowed to flow therearound to protect its metallic components from overheating. The efflux tube containing the gas/steam flow from the turbine is also connected to a tubular afterburner assembly of established design and manufacture wherein an additional supply of compressed air and kerosene is forcibly injected. This arrangement constitutes the fourth phase of combustion.

immediately aft ofthis assembly, a further calibrated supply of insular water is forcibly injected into the gas flow in a parallel direction. and within an expansion combustion chamber of hemispherical shape and construction. This constitutes the fifth phase of combustion The sixth phase of combustion consists of a convergent-todivergent diffuser tube connected immediately aft of the expansion chamber, to direct the steam/gas flow rearwards at a higher speed into a tube within which is installed a plurality of heavily insulated electrical spark electrodes arranged in hellcal alignment so as to impart a sufficiency of electrical activation and heat energy to the steam/gas flow. The sparks are directed from fore to aft.

The seventh phase of combustion consists ofa further hemispherical chamber which is connected directly onto and immediately aft of the latter tube and the resultant pressurized gas flow passed thereinto accepts the intermittent injection of liquid oxygen and liquid hydrogen which is forcibly fed thereto in parallel flow and in streams of atomized spray with respect to the directional flow of the pressurized gas. This flow of the gas is rearward into a convergent infusion nozzle which increases the pressure before passing into a final venturi to impart thrust prior to final efflux from a tail pipe at an ultrahigh speed.

The liquid oxygen is supplied from a processing plant on board the craft utilizing the surrounding air. The liquid hydrogen is processed on board utilizing the remainder of the warm insular water which is fed from the rearmost extremity of the propulsion system by a feed pipe after this water has served its insulating purpose.

This type of craft made in accordance with the present invention and as illustrated comprises a plurality of propulsion units in parallel longitudinal alignment below the surface of the ocean while the plurality of roller shaped floats within their respective rocker assemblies are situated between the propulsion structures and yet roll on the surface of the ocean while supporting the entire weight of the craft with its superstructure containing the controls, primary fuels. electric batteries and the payload, in addition to the life saving equipment.

Ancillary equipment includes extra turbines and electric generators and/or pumps installed within immersed tubes to utilize the final jet effluxes when the craft is installed as an off shore power plant.

Replicas of this invention may be pivotally connected by torsion beams to form a larger composite craft for a higher degree of stability. speed and payload, with a more efficient capability to negotiate and traverse oceans having accumulated water of outstanding proportions in enormity.

It is intended and is within the scope of the invention that the greatest proportion of the total thrust output propulsion force be derived from the water upon which the craft is borne and the air around and above it while the primary fuels maybe utilized in minimal quantities when the maximum operating temperatures and pressures are obtained.

Reference is now to be had to H08. 5. 5A. 6. 6A. 7 and 7A wherein illustrative propulsion means for this type of craft made in accordance with the present invention is shown.

Referring now to FIGS. 5 and 5A specifically, the primary ignition system shown therein utilizes an atomized mixture of blown air 48 being driven from the intake blower 50 into the initial air intake tube 49. The blower 50 is electrically driven by the air input fan motor 51. The moving air stream 48 conveys the globules of heavy gas oil 52 which is pumped into the air intake tube 49 from the oil delivery pipe 53 by means of the electrically driven oil pump 54 located below the oil supply tank 30. which is below the main deck (see HO. 1 only). The resultant mixture of air and oil is thus fed downwards through the intake tube 49, below the surface of the water upon which the craft is borne. into the main mixing gallery 56, wherein the perforated cone 57 provides multiple water jets 57a. The mixture is utilized therefrom in an atomized condition to intersperse the globules of the oil in order to separate the oil molecules for further advancement to create this total mixture of air. oil and water so as to render them to be more amenable for an incandescent combusti n. The initial ignition occurs when a red glow heat is imparted from a plurality of cone shaped electrically heated plates 58 and/or electrically heated concentric coils of tubes, rods or wires 59 as optionally chosen for the initial ignition medium or means.

This initial ignition arrangement is instalied within the entry area of the initial combustion chamber 60 in order to provide and to direct the resultant pressurized gas and steam mixture 6] for further pressurization via a divergent-tu-cunvergent diffuser tube or cone 62 to complete the first phase-of combustion.

It is noted, however, that the water upon which the craft is borne is utilized also as a coolant in the form of insular water 64 passing within the gallery between the combustion chambers 60 and the outer cylindrical jacket 65. The actual flow rate and speed of this insular water may be regulated by the insulating water flow valve 66 which consists of a plurality of cones or parabolas 67 into which are cut aperture or voids 68 in order that when the cones or parabolas are installed in an alternately fixed and rotationally movable sequence it is then possible to variate the flow of insular water by the amount of the apertures or voids 68 being closed over by structural areas 69 of the adjacent cones or parabolas 67 when rotation takes place.

The means of rotation of the valve 66 is provided by worm wheel 70 which is affixed t0 the boss 71 of the rotationally movable cones or parabolas 67 in conjunction with the drive worm 72 positioned with its electric drive. shunt-wound and two directional motor 73 in an adequately sealed housing 74 inside the insular water gallery 64. The controls thereto are installed within the bridge or control cabin ofthe craft.

The actual input water 75. utilized as an aid to combustion. enters the propulsion unit via the water inlet tube 76 within the nose assembly 7] of the unit. Onto the interior extremity of this tube is installed the initial input water supply valve 78 which is merely an orthodox supply cock which fulfills its functional purpose in admitting a liquid, or closing the flow of a liquid. by the inner barrel member being turned throughout an angle of 90. To this end the operating lever 79 on this valve is shown in the form of either pivot rods and bellcranks or a push-pull rod in a holster tube. These control levers. through appropriate linkage. may be connected to the bridge or control cabin as desired or optionally chosen. In order to deliver a measured rate of flow to the input water 75. an electrically driven accelerator pump 80 of established manufacture and design is installed adjacent the input water supply valve 78 and prior to the input water being fed to the multiple spray jets 57a to aid combustion. as hereinbefore described.

A further diffuser tube 8]. of divergent-convergent design. is installed on the convergent delivery periphery of the first phase diffuser 62. Into the tube Bl at the initial points of diver gence. compressed air 82 is pumped via air pipes 83 through their respective injectors 84 by compressor pumps on the main deck of the craft into the gas and steam flow 61. A paraffin grade fuel 85 is injected simultaneously into the flow via injectors 86 at adjacent points to those of compressed air entry. Furthermore. since the entire combustion systems are surrounded by the jacket of insular water 64, a small quantity of this warm water is allocated to be pumped into this second phase of combustion by water pumps 87 and water injectors 88 at points of entry adjacent to those of the compressed air and paraffin with all of the streams being parallel to the gas/steam flow 61. Thus the second phase of combustion is completed by the latter when compression is achieved within the convergent confines ofthis tube.

Referring now to FIG. 6. the third phase of combustion takes place within the divergent-to-convergent diffuser 89 wherein kerosene pumped from the main deck is delivered via the kerosene supply pipes 90 to their relevant kerosene injec' tor nozzles 91 in order to provide an atomized kerosene spray 92 in the form of a flowing mist parallel to the flow of the gas/steam stream 93. At the same time, a simultaneous injection of pumped insular water is imparted into this gas/steam stream via the water injectors 94 and also as a parallel mist flow. The force required to achieve this is provided b the electrically driven water accelerator pumps 95. Simultaneously therewith, an influx of compressed air 96 is imparted into this diffuser 89 via the compressed air supply pipe 97 but at a greater flow rate and velocity than that which occurs within phase two of the combustion system as already described hereinbefore. This air supply is also obtained from the main deck from an air compressor ofconventional deign and manufacture. When these three elements of kerosene. air and water are thoroughly intermixed within an equilateral rearward flow and burned simultaneously within the divergent area of this diffuser and compressed into the convergent confines of same, it is thus apparent that the third phase of combustion is achieved.

The gas/steam flow from the third phase diffuser 89 is imparted to an axial flow turbine of orthodox design and manufacture 98 which is installed longitudinally and immediately aft of the third phase diffuser. In order to provide a rotational power media for the provision of rotationally induced electricity. a plurality of generators 99 are arranged and installed equilaterally at equidistant intervals around the afterburner tube 100. The mechanical drive shafts 101, which impart rotational force to the generators, actually receive their respective motion from planetary gears I02 which are installed within fixed bearings 103 at equidistant intervals around the turbine sun gear 104 while the mating annulus gear [05 revolves around the outer peripheral points of contact to all the planet gears [02. As hereinbefore described. the transverse elevation or cross-sectional layout of the locations of the generators 99 are shown as being positioned around the central gas efi'lux afterburner tube 100 within one of the propulsion units. It is noted also that all the generator drive shafts 101 actually ex- 

1. A waterborne craft characterized in that the structure of the craft is supported by a support assembly comprising a plurality of vertical structure supports extending downwardly from the craft structure, each of said supports having vertical guide slots therein, a pair of roller shaped floats positioned on opposite sides of each vertical structure support, a rocker member connected at each end to each of said roller shaped floats, means positioned within said vertical guide slot of said vertical structure support pivotally connected to and intermediate the ends of said rocker member to permit vertical reciprocation of said rocker member with said support, and shock absorbing means within each support to provide a shock absorbing action upon the vertical reciprocation of each pair of floats secured to their respective rocker arm.
 2. A waterborne craft in accordance with claim 22 wherein said shock absorbing means for each support comprises a hydraulically actuated piston means mounted within said support, dampening means operatively connected to the fluid side of said piston means, and flexible diaphragm means associated with said dampening means, said diaphragm means operatively connected on one side to pneumatic means, whereby upon actuation of said shock absorbing means an equilateral control is achieved by balancing the pneumatic pressure through the diaphragm against the fluid pressure thereagainst.
 3. A waterborne craft in accordance with claim 1 wherein the structure of the craft comprises longitudinal members, transverse members joined at right angles to said longitudinal members, and diagonal bracing means cross bracing vertically said longitudinal and transverse members in both the longitudinal and transverse aspects.
 4. A waterborne craft in accordance with claim 1 wherein said craft structure includes a main deck area, plant means for processing liquid oxygen and liquid hydrogen mounted amidship said deck area, means for drawing and transmitting water supporting said craft to the craft propulsion means to serve as a coolant therefor and thereafter transmitting said water to said plant means for conversion into liquid oxygen and liquid hydrogen.
 5. A waterborne craft in accordance with claim 1 wherein the propulsion means for the craft comprise a plurality of longitudinally extending propulsion units, the majority of which are positioned to provide a rearward thrust and hence a forward motion to the craft, the remainder of said propulsion units being disposed to provide a forward thrust and hence a rearward motion to the craft, and means for alternately opening and closing the undesired propulsion units according to the desired directional motion of the craft.
 6. A waterborne craft in accordance with claim 1 wherein said structure comprises a composite main deck structure superimposed and counterpoised upon a cross balanced plurality of basic craft, pivot mounting means securing said deck structure onto longitudinal and transverse torsion beams in counterpoised relationship, said torsion beams being pivotally connected to hinge pins carried by pedestal mountings, each of said pedestal mountings having integral turntable mountings to distribute the load of the composite main deck structure and payload onto quadrangular groups of the basic crAft.
 7. A composite waterborne craft in accordance with claim 6 wherein the structural weight of the main deck and torsion beams and the payload is further distributed onto saddle shaped elements by pivotal connection upon oscillator beams suspended at right angles to the said saddle shaped elements, said pivotal connections being mounted within the upper central area of said oscillating beams, and turntable elements hingedly secured to the outer ends of said oscillator beams.
 8. A composite waterborne craft in accordance with claim 7 in which the structural weight of the composite craft main decks, torsion beams, saddle shaped elements, oscillator beams, turntables and all associated connections, in addition to the payload, is further distributed onto unifying arched elements installed immediately beneath the turntables respectively at each extremity of the said oscillator beams, thereby transmitting the said weight further in downward and outward directions at right angles to the said oscillator beams so that the said weight shall be borne upon and by the basic craft center arch members by hinge connections thereto with respect to each relevant connection accordingly located at the lower and outer extremities of the said unifying arches.
 9. A composite waterborne craft in accordance with claim 8 in which the weight of the composite craft main decks, torsion beams, saddle members, oscillator beams, unifying arches, with the associated turntables, hinges and pivotal connections thereto, in addition to the payload, is further distributed by the basic craft center arches, in both downward and outward directions respectively onto hinged feet connections at the lower and outer extremities of the said basic craft center arches which serve to transmit the weight onto turntables installed respectively to each basic craft at relevant locations amidships thereof.
 10. A composite waterborne craft in accordance with claim 6 in which each basic craft within each respective quadrangular group only of basic crafts are connected adjacently between the sides and ends respectively by means of spacer beams of an elliptical, elongated barrel shape in conjunction with universal joint couplings at the said spacer beams extremities, said couplings being integrally affixed to the structural transverse members on each near side of the basic craft at amidship locations with respect thereto in order that each pair of basic crafts shall be prevented from colliding with each other when negotiating heavy ocean swells on the high seas, said universal joints permitting oscillation and steerage to be performed by the unified and synchronized control of all the rudders on each of the basic crafts and relative to all of the basic crafts while similar spacer beams with universal joint couplings are integrally affixed to the longitudinal structure members of each basic craft at central stern and stem locations with respect to each pair of following basic crafts adjacently within each quadrangular group only.
 11. A waterborne craft in accordance with claim 6 in which a plurality of rectangular stabilizer vanes are installed about transversely horizontal axis respectively at the forward and aft locations at the bases between the propulsion units of basic craft in order to provide longitudinal stability to the said basic craft by the said vanes being allotted a free measure of semirotation throughout their allotted vertical arc around and about their respective transversely horizontal axis. 